The once revolutionary Corolla, the volume-seller of all time, has lost its zeal and now just matches the $20,000 benchmark in the small-car class. Bill McKinnon finds it excels at the duller virtues.

The bad: Competent rather than inspiring. The 1.8 has neither strong mid-range torque or lively top-end performance. Brakes could use improvement. Tight leg room, especially in the rear. No extendable boot. Below average resale values.

The verdict: Worthy, but the antithesis of excitement.

The results: 3 stars (out of 5).

Ford's Model T and the Volkswagen Beetle may have been the most influential cars of the 20th century, but in sheer numbers neither comes close to the Toyota Corolla.

Sure, the Corolla has been through several incarnations since the original 1966 model - the latest is the eighth - but 27 million have been sold throughout the world.

The Corolla started life as, and remains, the archetypal Japanese small car - a genre which, in itself, has been as revolutionary and significant in the postwar era as the Model T was in the first half of the 1900s.

Toyota stopped building Corollas here in 1999, reckoning that its production lines would better pay their way delivering the new Avalon, a Falcon-Commodore competitor due for imminent release.

The 2000 Corolla range - 14 models in all - is imported from Japan. One engine, a 1.8-litre 16-valve four, powers the line-up, which comprises sedan and five-door hatch (Seca liftback in Toyota-speak) body styles.

The sedan is available in base model Ascent, then Conquest and Ultima grades, while the hatch also includes a "sporty" (in the marketing department's dreams) Levin.

The $20,000 mark, posted by Nissan's 1.6-litre Pulsar LX, is where the serious action (75 percent of sales) takes place in this class.

At the launch of the Corolla range, Toyota claimed that our emaciated dollar prevented it from bringing the Ascent to market at this price.

"We can't do it for less than $21,000," was the official line.

As usual, Toyota has now crunched the numbers, and its dealers, down to the last dollar - half of Sydney's bus fleet currently carries advertising for a $19,990 manual Ascent deal, air-conditioning included.

Recommended retail prices are $20,390 for the manual and $22,100 for the four-speed automatic.

The Ascent's standard equipment list - not as lengthy as those of the Pulsar or Daewoo's 2.0-litre Nubira (both include, for example, a CD player) - includes driver's airbag, power mirrors, central locking (from driver's side only) and engine immobiliser.

In terms of safety features, the Corolla has always scored highly - the Ascent is well credentialled for a base model with front seat belt pre-tensioners and force limiters as well as three head restraints and lap-sash belts for rear seat passengers.

The imported Corolla rides on the same wheelbase but is larger than the previous model. This makes the interior fractionally more spacious.

Corolla cabins have always been impeccably fitted and finished, and Toyota's layouts for dash and controls are as simple and efficient as they come. The Ascent continues in this vein but the interior, though light and pleasant, is an aesthetic dead zone, unless wall to wall grey plastic excites your senses, and plastic backed front seats are low-rent even at this price.

The AM-FM-cassette stereo looks a bit odd mounted high in a central binnacle, but it is easy to reach and sounds better than the average cheapie. The smallish, fiddly audio controls, however, are a step backward from the big, simple layout on previous Corolla head units.

The 1.8-litre four is in some respects an inferior engine to that which powered the last locally built model. It produces its peak torque at much higher revs, so mid-range tractability is not what it used to be, especially around town.

The four-speed automatic Corolla gets off the line smartly, but fades shortly afterwards; - the accelerator requires a good shove to get past this flat spot. Overall performance is adequate but uninspiring.

Smoothness, quietness and overall refinement, however, are at the better end of this class; contributing factors are a tight, rigid body, suspension subframe mounts and liberal use of sound deadening panels.

At 100km/h on the highway, the automatic cruises almost silently at 2,400rpm, and returns a frugal 7.0 litres/100km.

The automatic's shift quality is fine, but it can be reluctant to kick back, especially from cruising revs. Coupled with the engine's lack of zip, this delay can cause problems when overtaking; it's best to select third and use the overdrive (fourth) lockout button before leaving your side of the road.

The Corolla by tradition has been a secure, predictable handler within relatively low limits. The 2000 models have been engineered to lift dynamic ability; better- controlled suspension damping, well-weighted, crisp steering and standard Michelin tyres allow the Ascent to be driven at a fairly brisk pace, maintaining good balance and roadholding.

Rough corners can occasionally unsettle the front end, though, and big hits can cause substantial steering shake. If open road handling ability is a high priority, you'll find such competitors as Holden's Astra and Mazda's Protege more capable and enjoyable.

Ride quality is good by $19,990 standards. The Corolla remains one of the more supple, comfortable small sedans, though the same serious whacks to the front end can thump hard in the cabin.

The Ascent's front disc/rear drum brakes are nothing special. Stopping power is only average, and at low speeds the pedal is spongy and lacks feel.

For comfort and support, the driver's seat is fine. The adjustments are basic, while tall drivers may want more leg room.

The rear seat is wide enough to take three adults on short trips but it is quite tight for leg room and in the footwell.

Boot space is average, but there's no facility for extending it by folding the rear seat back.

The Ascent, at $19,990 with air, is good buying if you're looking for comfort, refinement, safety, durability and quality - the conservative values which, in this class, the Corolla has come to represent.

It's worth noting, though, that the Corolla's once-strong resale values are now below average, probably due to increased competition and Toyota's discounting over the past five years.